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one” waypoints) and ATC were able to intervene to prevent incorrect routing by the aircraft. The vast
majority of these instances were attributable to crew errors.
14.1.2 Investigations into the causes of all recent deviations show that about 25% are attributable to
equipment control errors by crews and that almost all of these errors are the result of programming the
navigation system(s) with incorrect waypoint data – otherwise known as waypoint insertion errors. The
remainder comprise mainly the following of the filed flight plan route rather than the cleared route (the
primary cause of some 80% of the ATC Interventions described in 14.1.1 above).
14.2 THE CURE
14.2.1 Waypoint insertion errors can be virtually eliminated if all operators/crews adhere at all
times to approved operating procedures and cross checking drills. This Manual provides a considerable
amount of guidance and advice based on experience gained the hard way, but it is quite impossible to
provide specific advice for each of the many variations of navigation systems fit.
14.2.2 The following procedures are recommended as being a good basis for MNPS operating
drills/checks:
a) Record the initialisation position programmed into the navigation computer. This serves two
purposes:
– it establishes the starting point for the navigation computations; and
– in the event of navigation difficulties it facilitates a diagnosis of the problem.
b) Ensure that your flight log has adequate space for the ATC cleared track co-ordinates, and
always record them. This part of the flight log then becomes the flight deck Master Document
for:
– read back of clearance;
– entering the route into the navigation system;
– plotting the route on your chart.
c) Plot the cleared route on a chart with a scale suitable for the purpose (e.g. Aerad, Jeppesen,
NOAA en route charts). This allows for a visual check on the reasonableness of the route
profile and on its relationship to the OTS, other aircraft tracks/positions, diversion airfields, etc.
d) Plot your Present Position regularly on your chart.
– this may seem old-fashioned but, since the present position output cannot normally be
interfered with and its calculation is independent of the waypoint data, it is the one output
which can be relied upon to detect gross tracking errors. A position should be checked and
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 14
NAT MNPS 86 Edition 2009
preferably plotted approximately 10 minutes after passing each waypoint, and, if
circumstances dictate, midway between waypoints. e.g. if one system has failed.
e) Check the present, next and next+1 waypoint co-ordinates as shown on the Master Document
against those in the steering CDU before transmitting position reports (in performing these
checks review the LRNS stored co-ordinates in expanded Lat/Long format (not abbreviated
ARINC 424 format).
f) Check the LRNS indicated magnetic heading and distance to the next waypoint against those
listed on the Master Document.
14.2.3 The procedures outlined in this Section will detect any incipient gross errors, providing that
the recorded/plotted cleared route is the same as that provided by the controlling ATS authority. If there has
been a misunderstanding between the pilot and controller over the actual route to be flown (i.e. an ATC loop
error has occurred), then the last drill above, together with the subsequent passing of the position report, will
allow the ATS authority the opportunity to correct such misunderstanding before a hazardous track deviation
can develop. The vast majority of instances of waypoint insertion errors occur when the ATC cleared
oceanic route segment differs (partly or wholly) from that included in the filed flight plan or that requested
by the pilot. Thorough and diligent checking and cross-checking, by more than one crew member, of the
waypoints entered into the navigation computer, against the received Oceanic Clearance would eliminate
most of these unnecessary and avoidable errors.
NORTH ATLANTIC MNPSA OPERATIONS MANUAL CHAPTER 15
NAT MNPS 87 Edition 2009
Chapter 15: Guidance for Dispatchers
15.1 General
15.1.1 The North Atlantic Region is essentially divided into two distinct areas for flight operation,
i.e. MNPS Airspace and non-MNPS airspace. Operations within MNPS Airspace require the user to adhere
to very specific operating protocols. The vertical dimension of MNPS Airspace is between FL285 and
FL420 (i.e. in terms of normally used cruising levels, from FL290 to FL410 inclusive).
15.1.2 The lateral dimensions include the following Areas:
a) Those portions of the NEW YORK OCEANIC North of 27 N but excluding the area west of
　
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